Internal-combustion engine



Aug. 4, 1925.

1,548,762 A. R. SIEGLER INTERNAL COMBUSTION ENGI NE Filed July '7, 1924 3 Sheets-Sheet l ln/venten @H501 cgt Aug. 4, A1925. 1,548,762

A. R. SIEGLER INTERNAL COMBUSTION ENGINE ,Filed July '7, 1924 3 Shees-Sheet 2 r 39 l 4 4f 42 l 4, 4l 3 5' l al sl :el

` 31mm mw /r/aw' f?. Jiayler.

Aug. 4, 1925c INTERNAL COMBUSTION ENGINE Filed July 7, 1924 3 Sheets-Sheet 5 Patented Aug. 4, 1925.

UNITED STATES ARTHUR R. SIEG'LER, 0F DENVER, COLORADO.

INTERNAL-co-MBUSTION ENGINE.

Application filed July 7,

To all whom t may concern."

Be it known that I, ARTHUR R. SIEGLER, a citizen of the United States, residing at Denver, the city and county of Denver and State of Colorado, have invented certain new and useful Improvements in InternalvCombustion Engines; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, fand to the characters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in the construction of internal combustion engines of the type disclosed and claimed by me in my copending application Serial No. 644,902, filed June 12, 1923.

In the type of engine to which this invention relates, the ordinary pistons which are connected to a crank shaft are eliminated and in their place columns of oil are employed. On the surface of the oil, pistons, such as are described and-claimed in my copending application, Serial No. 712,- 622, filed May 12, 1924 are floated. The oil is acted upon by the force of the explosion and forced into a compression tank, from which it liows to a turbine of the type Vshown and described in my copending application, Serial No. 714,670, filed vMay 20, 1924, after which it returns to the engine.

This invention relates more .particularly to improvements in the construction of the engine employed for pumping the oil to the turbine.

My invention can be most clearly described and will be most readily understoodl when reference is had to the accom- ,Y panying drawing in which the preferred embodiment thereof is illustrated, and in which:

Fig. 1 is a transverse vertical section through my improved engine, said section Y being taken on line 1 1, Fig. 2;

W a number of ports 5 that open into an air 1924. Serial NO. 724,584.

the extent required for closing and opening the passageway through ports 5 and 8 or about one-half of the distance. between centers of ports 5. This reciprocation is accomplished by means of a crank shaft 9 that is rotated by means of an independent source of power, such as an electric motor (notv shown). A connecting rod 10 extends from one of the crank pins 11 to a wrist pin 12 that extends from the bracket 13, which, in turn, is secured to the sleeve 7 by means of a bolt 14. When the shaft 1() is rotated, the sleeve 7 will be reciprocated. A piston 15 is slidably related to the sleeve 7 and is reciprocated therein by means which will hereinafter be described. Near the lower end of the cylinder are two ports 16 and 17 that communicate, respectively, with the chambers 18 and 19. A port 20 in the sleeve 7 serves to alternate-ly open and close the ports 16 and 17. A pipe 21 connects chamber 19 with a pressure tank 22,v

from which a pipe 23 extends to the .turbine 24. From the turbine a pipe 25 extends to a receiving tank 26 that is connected to the chamber 18 by means of a pipe 27. The parts are so arranged that the oil is under sufficient pressure 4in the receiving tank to raise the piston 15 to the top of the cylinder and to compress Athe charge in the manner to be hereinafter described. The shaft-10 is also provided with a cam 28 for operating the poppet valves 29, which control the exhaust. The engine cover or cap 30 is secured to the engine block by means of bolts 31. This cover has its under surface cut away so as to form a clearance space 32, which is so small that the air, when compressed, attains va temperature above that of the ignition point ofthe fuel that is injected by the following means:

The check valve 33 is connected to a fuel supply (not shown) and communicates with the cylindrical chamber 34. A poppet valve 35 is seated in the lower end of the chamber 34 and closes the same when seated,

by the action of the spring 36. Secured to p the stem 37 is a piston 38. When the valve 35 is open, fuel can flow from the supply to the clearance chamber 32 if the latter does not contain air under pressure. A walking beam 39 is pivote-d at 40 to the top of a bracket 41. l A rod 42 is pivotally connectedv to the outer end of the beamV 39 whose inner end rests upon the upper end` of the stem 37 in the manner shown in Fig. 1. The rod 42 extends downwardly through the guide lug 43 to such a distance that it will be struck by the end of the bolt 44, when the bracket 13, to 'which it 'is' connect ed, approaches its upper limit of travel.

This moves valve 35 downwardly and the piston 38 forces the fuel into the compressed air where it ignites and produces the pressure necessary 'for the working stroke.

`Y Let us now consider a case in which the parts are inthe position shownA in Fig. 1 and let theshaft 10 be rotatedThe first thing that will occur will be an Y, upward Vmovementff the sleeve 7, which causes the ports 5 and S'tobe moved out of alignment.

`After the ports Vabove the piston has been closed, port 20- will come into alignment with the'port 16 and oil will now flow from the tankr 26 int-o the space underneath'thle pistonfand move the latter upwardly, therey compressing the air in the cylinder chamber. As the airis compressed it heats, accor'ding to the well understood thermodynamic law of adiabatic compression. When the piston has reached the `upper limit vof its travel, the compression is complete. At this point fuel is introduced in the manner and by the means explained. The. tempera- `ture of the air is above that of the ignition pgoint for the fuel and thelatter ignites.

uring this time the sleeve 7 has. been moving upwardly and by the timethe ignition of the fuel takes place, port 20 registers with port 17. As the piston is forced downwardly, the oil upon which it is supported flows outwardly into chamber 19 and from thence to the pressure tank 22. When the 'piston reaches the lower limit of its movement, the sleeve vhajs'moved downwardly suliiciently to openthe ports leading to the air chamber 6.. Just before this happens, however, the poppet valve 29 opens and permits the gases of combustion to escape. When theports 5, 8 open, air from chamber 6 will rush into the cylinder and scavenge the same so that as the next cycle commences the cylinder will be charged with clean air. The port 45 is vpreferably conl'nected to an air compressor so that chamficiency. The fact that the shaft lO'rotates ports` 46-are provided4 just overv the upper vend of the sleeve?. `'Iheseports are of such width that the sleeve 'covers andcloses them when the ports 5, 8 are Opened. An exhaust manifold 47 surrounds the cylinder" and "is connected by means of a' cylindrical tubular projection 48 with the pipe 49, which isbifurcated at 50, one end 51 connecting lwith the open end 52 of the closed cylinder '53 and the other part 54 opening y into the atmosphere. When, after anv explosionlin the cylinder, the ports 46 are opened, the exhaust gases will flow into the exhaust' manifold and down through the pipe l49. `VVhen it arrives at the bifurcation 50 a portion will enter the cylinder 53 and increase the pressure therein.` When the air from `the manifold chamber 6 begins to iiow" Voutwardly through the exhaust pipe 49,the pres- .1 sure in the cylinder 53 will be greater'fthan the pressure from the air and will" force the latter back, compressing the same `to` a considerable extent so that when the ,ports` 5, 8 and ports 46 are closed, the airwill be ,O0 under higher initial pressure than it yotherwise would have been. This enables a higher charge of air to be obtained, which, in` turn, increases the efficiency of the engine. The pistons 15 are very light and float on the oil. Theirfunction is to protect the surface of the oil from the `in tense heat lof the combustion which causes excessive carbonization. Y J l l., It will be noted that 4I have produced a simple liquid pump whichis `well"adapted to force liquid into a compression` tank under high pressure. This liquid can then be used for any purpose desired. 1 f l f ,n Having now described my invention, what I claim as new is: y s 115 1. An internal combustion enginejcoinprising a cylinder having a plurality "of circular spacedl rows of ports, a chamber about` said cylinder, said chamber being connected to a compressed air supply, a sleeve within said cylinder, said sleeve having ports corresponding to the ports ofthe cylinder, and means for reciprocatingsaid sleeve so as to open and close said ports. l

2. An internal combustion engine com 125 prising a cylinder having a plurality of circular spaced rows of ports,"a chamber about said cylinder, said chamber being connected lto a compressed air supply, a sleeve within Vsaid cylinder, said sleeve having portscorresponding to the ports of the cylinder, means for reciprocating said sleeve so as to open and close said ports, and a piston slidably mounted in said sleeve.

3. An internal combustion engine comprising a cylinder having a plurality of circular spaced rows of ports, a chamber about said cylinder, said chamber being connected to a compressed air supply, a sleeve within said cylinder, said sleeve having ports corresponding to the ports of the cylinder, means for reciprocating said sleeve so as to open and close said ports, a piston slidably mounted in said sleeve, and means for reciprocating said piston.

4. An internal combustion engine comprising, in combination, a cylinder having a closed bottom and an open top, a plurality of rows of ports arranged in spaced circles about said cylinder, a chamber surrounding said cylinder and in communication with said ports, said chamber being connected to a source of compressed air supply, an exhaust port, means for opening and closing said port, a fuel injector, means for operating said injector, a cylindrical slide member within said cylinder, a piston within said slide, said slide having ports for communicating with the ports in the cylinder, means for reciprocating said slide so as to open and close said ports, a source of liquid under comaression and means for connectin1 the s ace beneath the piston to said source of compressed liquid so as to force the piston to move upwardly for the purpose of compressing a charge. A

5. An internal combustion, liquid piston engine comprising a cylinder having a plurality of spaced rows of ports, a sleeve slidably mounted within said cylinder, said sleeve having ports corresponding to the ports in the cylinder, means for periodically moving said slide so as to bring said ports into and out-of alignment, a chamber surrounding the cylinder, said chamber being connected to a source of air under pressure, a piston slidably mounted in said slide, a source of liquid under pressure, means for connecting said liquid source to the space underneath the piston whereby the latter will be forced to move upwardly, a fuel injector adapted to force a predetermined amount of fuel into the cylinder after the pist-on has reached the upper end of its compression stroke, and means for rendering said injector operative.

6. An internal combustion engine comprising a cylinder, a sleeve movably mounted therein, a piston movably mounted in said sleeve, said sleeve and cylinder having c0- operating port openings, an air chamber surrounding the cylinder, an exhaust manifold, and means connected with the exhaust manifold for causing a reverse flow of gas after the exhaust pressure has subsided.

In testimony whereof I affix my signature.

ARTHUR R. SIEGLER. 

